Draft-rigging for railway-cars.



G. A. JOHNSON. DRAFT RIGGING FOR RAILWAY CARS. APPLICATION TILED MAY22,1913. RENEWED JUNE 12,1914. I 1,125,109., Patented Jan. 19,1915.

2 SHEETS-SHEET 1.

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Fast. Eel-3. a e

WITNESSES.- I ZfimWf G. A. JOHNSON.

DRAFT RIGGING FOR RAILWAY CARS. APPLICATION FILED MAY 22, 1913. RENEWED JUNE 12,1914.

1 25 1 09. Patented Jan. 19, 19 15.

2 SHEETS-SHEET 2.

FIG. 4.

/L /I l A l/ N 14 I I l2 EI/B 24 25 l IN V EN TOR.

WITNESSES: 5 5 7050 specification Figure 1 is a planview partly oneness. JOHNSON, OF CHICAGO, ILLINOIS, nssrsnon 'ro WILLIAM H. lamina, or

CHICAGO, I

ILLINOIS.

nnAr'r-m'seIne non RAILWAY-CARS.

Specification of 1.

To all whom it may concern:

Be it known that I, Gnonon A. J onnson, a citizen of the United States, residing at Chicago, in the county of Cook and State of Illinois, have invented a certain new an usefulilmprovemeut in Draft-Rigging for Railway-Cars, of which. the following is a full clear, concise, and exact description, reference being had to the accompanying drawings, forming a part of this specification.

My invention relates toimprovements in draft rigging forrailway cars.

The object of my invention is to provide a draft rigging of high cushioning capacity and of cheap and simple co'nstruction.

.In the drawings forming a part of this in horizontal section of a draft rigging bufling movement.

- low boss 19 a rear end of the dra embodying my invention. .Fig. 2 is a half cross sectional View on line 2-2 of Figfl. Fig. 3 is a half cross sectional view on line 3-3 of Fig. 1. Fig. 4 is a plan View partly in horizontal sectionshowing the position of parts when under full compression in Fig. 5 'isan enlarged detail illustrating'the wedge and friction blocks. f

Referring to the drawings 6, 6 represent draft members or parts ofthe car frame to which the draft rigging is applied, 7 a tie plate suitably secured thereto, 8 the end sill, 9 the draw bar carry iron, 10 the draw bar, 11 the draft yoke secured thereto,

12, 12 the'stopmembers. which are preferablv integral. with the draft members, the

saidstop members being provided with front stop shoulders 13, 13, limiting stop shoulders 14;, 14 and rear stop shoulders represents the draft gear comprising a hollow shell 17 open at its forward end and closed at its rear end bvthe preferably integral plate 8,, the shell being preferably provided-with av rearwardlv extended hol-. dapted to engage the inner ft yoke. and having a recess 20 therein wi hin which the rear end 21 of the connecting rod 22 operates in th mo ements of the draft gear,

The shell-is preferably elllptical in-Qcross' section, and contains two sets of main 'springs'23, 23, each set comprising preferably an outer spring 24 and an inner spring 25, the said main springs bemg in parallel dtion block 26.

travel of each block within i atented Jam. 1%, 1%;15.

Renewed June 12, 1914. Serial 1330. 8%,813.

etters Patent.

twin arrangement, and each set being rear wardly seated against the inner rear face of the shell, and each forwardly seated against the rear face of a fric There are preferably) two friction blocks. each having a curved outer friction face 27 adapted to engage with the internal friction face 28 of the shell, and each having an oblique inner wcdging face 29, the said friction blocks having'hetween them a wedge 30 having the lateral wedging faces 31, 31, each ,wedging face 31 engaging a wedging face 29 of one of the friction bloclrs 26.

The wedge30 is provided withv a for wardly opening recess 32., which is adapted to receive the rearwardlvextended boss 33 of the cap 34, the said hosshaving a forwardly opening recess 35 to receive the head 36 of the connecting rod 22, which passes W through said boss and the wedge, and is provided at its rear end 21 "with a suitahle nut threaded thereon.

' The cap 34 comprises a plate having the rearwardly extended boss hereinhefore de scribed. and a rearwardly extended flange at its periphery which is adapted toinclose the forward end of the shell 17. Big! the,

emplo ment of a set'of main springs for each friction a strong and block ll am enabled to secure direct resistance to the inward the shell..-v @n rearward movement of the draw bar the cap 34: is forced rearwardly, actuating the wedge to spread the friction blocks. the inwar-d travel of. each friction block losing separately and di ectly resisted by .a' set of ma'in springs. Upon full compression of the draft gear in buffing movement the parts are in the position illustrated by Fig. 4 of the drawings, the flange of the cap 34 engaging the limiting stop shoulder 14,. thus limiting the compression of the gear iii-rearward travel of the draw bar. On forward movement of the. draw bar the cap 34 en- 3W3 gages the front stop shoulders 13, .13, the yoke serving to draw the shell forwardly and compressing! the friction mechanism x and spring members thereiri until the-for ward'end oftheshellengages the cap 34 1% thus limiting the further compression of the parts in'forward travel of the drew her.

I ciaim:-

1. in a draft rigging for railway cars, in

viriierl "with a rearweri extended flame stop shoulders with. which flange adapted to engage to iimi ithe compreseion of the parts Within shell.

9. In a draft rigging for railway ears, in eum'binatioii, stop members c imW has, Limit yehe a shell, friction mechanism and spring mechanism Within the shell a cap enthe friction mechanism, the said cap Wee siren members being provided with limp having a :i'eerwm'diy extended flange ihc10sing the farward end Sf the shell, the stop members being provided with fmnt and limiting stop shoulders said cap engagihg; the from; shop shoulders- 01} for-Ward move ment of the draw bar, and. the fiangee thereof engaging -'the limiting" stop shoulders on rem-Ward movei'nenh 0f the draw bzir to limit the compression of the parts Within the shell.

A. JUHNSON.

esse.v ELEANOR L. NASH, JDHN A, MARTINKUS. 

